Rig for sailing vessels.



No. '78,l'^71.` PATENTED APR. 26, 1904.

B. w. UOLLI'NS. RIG PUR SAILING VBssBL's.

4 SHEETS--SHEBT l.

me mams 'verras cpl. 'vwd-umu. msnmg'arogc. mcA

PATBNTBD APR'. 26, A1904.V

B. w. commis. am PoR SAILING vBssELs. APPLIOATIO' FILED DEU 19, 1902.

4 SHEETS-SHEET 2.

. N0 MODEL.

mt aanleveren rgloYouwov, msnmwon, mc.

PATBNTBD APR. 26, 1904i No. 753,171.v

3; W. comms,

fue Pon SAILING vEssBLs.

APPLIGATION FILED DEU. 19, 1902.

H0 HODEL.

mi mams Varens co.. PNo19-'Lr\qnnr WASHINGTON.

No. 758,111. PATENTED APR.ze,`19o4. B. W. comms. ARm Foa SAILINGVESSBLS.

APPLICATION FILED DBO. 19, 1902.

' 4 sHEBTs-nnfr 4.

1w mmm..

A UNIT-153D 4STATESr Patented Apri1 2e,-19o4.

,PATENT OFFICE,-

" BYnoNw. coLLiNs," or EvANsToNQmL'INo-is- 4 me Fon SAILING., via'ssELs.`

sPEcrFicATIoN fmminglpart or Letters Patntiio. '758,171,- aated April 26, 1904: 1 nppnnamneanmmber 19,1902. serial 110,135,941. ,(Noniodei.) L

To al?, whom t may concern: Y Be it known thatLBYnoN W. CoLLINs,a citi- Vzen of lthe United States, residing at Evanston,

in the county of Cook, State of Illinois,` have invented certain Improvements in Rigs for Sail-4 fication.

This invention relates to `certain improve- 4 ments in the rig of sailing vessels, and has for its principal object to provide a rig of :such

vcharacter asto greatly increase the speed of vessels of all character and especially those employed as racing-machines.

The invention relates more especially to sailing-rigs for yachts, and, as is well known, a vessel of this class provided with the ordinary sails accomplishes the best results, particularly in running Vclose on the wind-when'well listed lent to aburden of many tons, andthis Weight,

in addition to the weight of the spars, canvas,

rigging, &C.',applied to long leverage offered by the mast as it inclines far over the lee, tends to Voapsize the vessel.V This downward Apresvsure is greater than the propelling-force ex-4 erted on the yacht by the wind, and the limit of sail-carrying capacity is fixed between the force of gravity acting upon the hull, keel,

etc., and the aforesaid downward pressure and weight on the lever represented by the mast or masts.

at the same time permit the more favorable action of the Wind on the sails and the consequent increase in the propelling force.

A further object of this connection is to so arrange the sail or sails as to permit their swinging out at thebottom until theyY assume an inclined plane, kitefashion, the wind being forced to pass under the sails, so that the weight of the boom, gaif, canvas, dac., is supported either entirely or in part by the wind.

A still further object of the invention is to so arrange therig where more than one sail while another can be used inthe ordinary way to catch the full lateral pressure of the wind, andthus maintain the equilibrium of the vessel, the two forcesftfe., the lateral pressure A still further object of the invention is to permit the application of great increase of sail area to any given. yacht in'. any given wind velocity. l

A still further, object of theinvention is yto provide a vessel with a pivotallyfmounted sail guiding .and'supporting lever adjustabletoward either` side of the-yacht in accordance with theV conditionsunder `which the yacht is sailing,-thereby to permit adjustment of the sails to the direction of the V. wind;'andthe course. of the vessel. l v

A still further objectof the invention is to provide a sailing-rigin which the lifting power exerted by the wind onthe sails increases directly in proportion to increase invelocity-of thewind-that is to say, when thewind increases while the'avessel is running close on the wind on either tack and is listedto leeward the sheets may be leased to vallow the sails to extend out farther-to leeward, while retaining theirrelative kite-like position to the wind, and thus by increasingthe distance from the vessel increase. the leverage-forceI represented by the point of oonnectionof the' IOne object of the invention is to overcome this serious diiiculty by so arranging the sails that the downward force exerted by the windV will be transformed into an upward pressure, tending toraise the vessel'to an even keel and f sails to the mast. .t

A still further object of the invention is to provide for the adjustment of thesailguiding lever in lateral. direction without dangeriof.-

interfering with the steering ofthe Avessel and in this connection to provide for the throwing of the lever or levers forwardduringthe movement eithertostarboardorport.

A still further object of the invention is to,

- provide a sailing-rig of the character described with throatand peak halyards so arranged with respect to the belay-tables orothervseforce-counterbalancing eachv is carried so that onemay be employed for purpose of preventing .the pressure mentioned curing-points at the foot of themasts as to prevent the halyards becoming either m1113011v slack during any of theadjustment ofthe IOO ' guiding levers and the keel of the boat.

A still further object of the invention is to provide for increase in the safety of the ves- `sel by so arranging the rigging as to utilize the force of the wind in tending to hold the vessel on an even keel, and thus permit it to ride more lightly in a heavy sea.

With these and other objects in View the invention consists in the novel construction and arrangement of parts hereinafter described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it 1 being understood that various changes in the form, proportions, size, and minor details of the *structure` may be made without departing from the spirit or sacrificing any of the advantages of the invention.`

In the accompanying drawings, Figure 1 is a side elevation of a vessel provided with a rig' in accordance with the invention. Fig. 2

is a perspective view, partly in the nature of a diagram, showing the rigging adjusted to the position assumed when the vessel is running free before the wind. Fig. 3 isa similar view showingv the adjustment of the several parts when the vessel is sailing close to the wind on the starboard tack. Fig. 4 is a vertical section on the line 4 4 of Fig. 5, showing the connection between one of the pivoted sail- Fig.

'5 is a plan view of a portion of the deck, illustrating the lev'er in cross-section and a pit in which the said lever is free to swing. Fig. 6 is a view corresponding lto Fig. 4, illustrating aslightly-modified construction of the method of supporting the pivoted lever. Fig. 7 is a transverse sectional yelevation of the same on the line 7 7 of Fig. 6. Fig. 8 is a sectional plan view of the modified form of lever-support on the line 8 8 of Fig. 6. Fig. 9 is an elevation, drawn to an enlarged scale, of the pivotal connection between the fixed mast and the pivoted lever. Fig. 10 is a similar view of the pivotal connection between the pivoted levers and the booms or yards. Fig. 11 is a sectional plan view of the same on the line 11 11 of Fig. 10. Fig. 12 is a detail view of the universal joint between the forward pivoted lever and the staysail-arm. Fig. 13 is a detail sectional elevation of a portion of the same. Fig. 14 is a sectional elevation of a portion of the universal joint on the line 14 14 of Fig. 13.

Similar numerals of reference are employed to indicate corresponding parts throughout the several figures of the drawings.

The hull 1 of the vessel may be of any desired size or of any design and provided with any desired number of ordinary masts, a foremast 2 and mainmast 3 being illustrated in the present case. With each of these masts is associated a pivoted lever for guiding and in part supporting the sails, and in the case of .the foremast a second pivoted lever is used for the purpose of carrying the jib or staysail. These pivoted levers ranging from forward to aft are designated by reference-numerals 4, 5, and 6, respectively, and all are of substantially the same construction, being connected in suitable manner to the vessel proper at their lower ends and their upper ends receiving support from the stationary mast with which they are associated.

In connecting the lower end of the pivoted lever to the vessel it is preferred to arrange the pivot connection as low as possible in order to obtain a purchase near the keel of the boat. One form of connection is illustrated in Figs. 4 and 5, wherein the lower end of the lever extends down into a pit 7 of angular form and has a linked connection with the false keel, asv illustrated at 8, so that free movement of the lever will be permitted. The pit 7 has two branches arranged substantially at a right angle to each other and lead- Ving forward from the point of bifurcation, so

that' when the lever is thrown either starboard vor port it will be pitched forward at an angle 'corresponding to the extent of movement, so

that the steering-balance of the vessel will not be interfered with. This feature of the invention is considered important for the reason that should the lever lmove outward in a direction at a right angle to the keel there will be a tendency to materially interfere with the steering and give a heavy-weather helm.

-By allowing the lever to pitch forward this tendency is overcome and the boat may be steered without difliculty. The walls of the pit are provided with a heavy sheathing or lining 9 of any suitable metal, and at the top lof the pit a reinforcing-plate 10 is secured to the deck in order to assist in guiding the move- -ments of the lever. f

able than cabin-room; but in lieu of making the connection directly to the keel or false keel the connection of the lever with the boat may be at ay point atv the deck-lineor at a point slightly below or slightly above the deck-line, as illustrated in Figs. 6, 7, and 8. When so constructed, the shape of the pit is changed, and the opening 11 of the deck-line may be made but slightly larger than the lever, while the pit is segmental in form'and. is provided with suitably-shaped wear-segments 12, forming bearings for antifriction-rollers 13, carried by the lower end ofthe lever. To the lever is secured a pivot-ring 14 by means of a pivot-bolt 15, which extends through the ring 14, metal plates 16, and the lever proper. The ring is provided' with fore-and-aft trunnions 17, adapted to suitable guides or supports on the walls of the pit, one of these being horizontally elongated, as illustrated in Fig. 8, in order to permit twisting movement of the pivoted lever as it swings to one side or totheother and at the same time is inclined forward in the same manner as it is inclined IOO IZO

tom ofthe pit curves or inclines aft.

Ioy

when mounted in thev` pit shown'in Figs. 4-and H5., the kdifference in contour of the two .pits n beingthatin Figs. l4 and 5the upper end or top ot thev pitinclines forward, while inthe structurelshown inl Figs. 6, 7, and 8 the bot Secured to the top of the forward end of the lever4 is one member 20 of a universalvjoint,

the opposite ,member 2l 'being pivotallyconnected to ears 22 ona sleeve. 23, carried by a ,.staysail-arm 2,4,"the 'two members 20 and 2l beingfapprbximately Ull shape'in formA and i theiradjacent ends being connected by a'pivotbolt'25 inv order ,to permitfreedom of movement o f the staysail-arm, The connectiony rwith the` staysail-arm is nat a 'point intermediateof the length'of the latter, and to the upvper end of said arm lis secured an "eye 26,

guided by a stay 27 secured to the head of the foreinast 2 Lat onelendand Aat its'oppo'site end.`

being secured 'to the deck or the foot 'of the`' l mast.

I the staysail-arm -bu't'the support may be con` lsidered as being formed'by the mast proper,'\

inasmuchas the stay' is carried by said mast.

This stayformsa vertical guide for The lower end l1of lthe staysail-arm is connect' i y ed tothe Abowsprit by a sheet 28, Whichis car-L ried inboard to a cleat at the bow of the, boat. The vstaysail-arm carriesl a boom 29, to the outer or lower end of which is secured a sheet 30, the two sheets 28 and 80 permitting a considerablerange of adjustment of the staysail- 4 to accommodate A varying conditions.'

The

staysail is madepreferably in two parts 3ly and 32, connectedv by the usual" rings to the staysail-arm and which may be furled on the Staysail-,boom 29 whenv not in'ufse.

The staysail is spreferably provided with crosstrees 34, over which pass shrouds or stays 35 to stiffen the arm.

- To the rear of each ofthe'xed masts, of

- which `there may be any desired number, is

r vpresent mvention.

arranged a pivotally-mounted lever, and as the vesselA in the present instance is provided with a fixed foremast 2 and iiXed mainmast 3 a corresponding number of levers are shown.-

-As the construction oi' each mast and lever and the sails carried vthereby is practically the same, a detaileddescription vof onel will 'be suiiicient to a thorough understanding lof the The pivoted lever 5 carries at its upper end .alfixed collar 40, that is pivotallyrconnected to a'second collar: 41, carried by an arm 42, that formstlie main support for the sails," the pivot connection serving to permit the free outward movement of the pivoted lever and sufficient freedom of movement of the arm 42 to permit the required adjustment of vthel'armand the sails carried thereby. The lower end of this arm is connected to a sheet 44,v by which the arm may be held in midship'po'sition or allowed to move to either starboard or port, while the upper end of the arm is supported by the mainmast. The connection betweenthe foremast 2 and arm 42 is illustrated more clearly in Fig. 9, wherein the upper end of-"the arm 42 is provided-witha collar 43, pivotally connected to a-collar-45,"free to revolve or slide on the foremast,'andas the upper end of the pivoted lever 5 moves to either. starboard or port, thecollar 45 will descend to an extent corresponding to the degree of outward movement and to this extent relieve the strain at vthe top of the mast. -Y l "Thearm 42 carries a fore-boom 47 and gaf =48,' these two in connectionwith the arm 42 serving as supports for the two-part foresail 50, and the gaff, inrconnection with an auXiliary arm 5l, serves to support a topsail 52.

The sails may beformed in any desired manner, and for convenience in manipulating these each of the pivoted levers is provided with a bday-table 54, 4t-hese'serving to secure the lower ends of the special form of throat and peal; halyards used in raising and lowering the To the sleeve 40 at alpoint immediately forwardof the pivotal connectionwith the sleeve 51', is a block 60, through which pass peakhalyards 6l and throat-halyards 62, attached "in the usual manner to the ga, the peak-halyards beingk secured at one end to the top of lheafter end of the boom--47 is connected to "a sheet Y the lever and being thence guided vthrough blocks carried by the pivoted arm and the gall and passing thence through blocks on i crosstrees 34, corresponding to those ofthe staysail-arm. At this point the halyards pass through the block 60 to the belay-.table at the foot of the pivoted lever. A similar connection is made at the throat of the gaf, and the throat-halyard also passing through the blocks '60. lfthe halyards were arranged in the ordinarymanner, they would of course pass to the lower end of the pivoted arms 42 and afterward coiled and hung on said arms, the coils swinging to and fro with the arms, and when these arewell out kfrom-the side of the boat -it'would be impossible to reach them. By

placing the block or blocks 60 at the axial line of the pivotal connectionbetween thepivoted lever andthe armthe halyards may be operated in the usual manner and after being secured to the relatively stationary belay-table "at the foot of the lever will permit movement.

IOO

ofthe arm and the sails in any direction withfrom the lateral adjustment of the fore and main sails'is that it allows all of the sails, and especially the forward ones-z'. e. j ibs,balloon jibs, &c. to catch the full force of the wind. These sails, owing to thefact that they swing far out beyond the bows and that they occupy an upwardly-inclined position, exert a considerable lifting force upon the bows. This entire sail area in this advantageous position is entirely lost in the common. rig, especially in schooner-rigged vessels, as the fore-andaft sails when winged out form a complete wind-break. Furthermore, the common rig when running before the wind under full sail is in a most helpless position, as vthere is no way to immediately relieve the strain of a suddenly-increased Wind velocity, whereas in the present case the sheets can be paid out until the kite-like sails assume an almost horizontal position, thus allowing the excessive windpower to pass under them.

When the sails are in kite-like position as would be the case in a gale, the only inboard canvas is the topsail. When this is taken in, the mainsail being wholly outboard, the lifting leverage will be increased in proportion to the sail area to such an extent that the necessity of still further shortening the sail would not be as frequent as in the common The sail area presented to the wind can be diminished to a mere line by paying out equally the arm and boom-sheets, allowing the foot of the sails to rise until the sail reaches an almost horizontal position, even though the vessel be well heeled over.

When running close to the wind, the sails are adjusted to the position shown in Fig. 3. When on the starboard tack, and, as previously described, the greater the list to leeward the greater will be the lifting force exerted by the sails'on the mast, this being due to increase in the leverage-power represented by the point of connection-between the sail and the masts and the mast and hull. As the vessel lists over, even the extreme inboard end of the sail-supporting arm is carried wholly outboard to the extent of the lateral reach of the pivoted lever at the point of connection between the mast and arm, and the lifting or righting power is carried still farther outboard to the extent of the-entire reach of the arm. j

It will be observed that the construction and mounting of the staysail-arm is practically the same as that of the remaining arms, each having a fore-and-aft connection at the lower end and the upper end having a verticallyslidable support, the support being carried by the fixed gaffs in case of the fore and main sails, while in the staysail the support is carried by a stay, which in turn issupported by the fixed foremast.

It will be observed that a rigging of this character will avoid the retarding of the boat in volume.

by the dragging of the boom of an ordinary rig in the water when p the vessel is sailing under a heavy free Wind.

A further advantage incident tothe employment of a rig of this character is that when sailing under a beam or close wind, with the sails in kite-like position, the propelling power can be almost' instantly reversed and the vessel brought to a sudden stop without changing her course by simply' paying out the arm-sheets, so that the throat or front edge of the sails will be higher than the leech.

A still further advantage gained from use of the improved rig is the automatic reduction of the height of the sail as the upper end of the sail-supporting arm descends upon the mast as the foot portion of the sail is allowed to swing outboard. This is equivalent to` instantaneous reeing, as the lateral pressure is reduced in height ofleverage and diminished As the sails assume a kite-like position and the wind passes thereunder an increase in wind velocity and corresponding increase in the lifting force exerted by the wind will lower the point of connection between the arms and the fixed masts, and thus to a proportionate extent reduce the height of the lateral pressure. rJhe reduction of the height of the sail in a heavy wind and the application of a large proportion of the windpressure as lifting power to raise the vessel will naturally tend' to keep the vessel on a more even keel and to reduce the skin resistance of the hull.

The pivoted levers and sail-carrying arms will vary in length in accordance with the size and height of vessels to which they are applied, and the distance which the sail may be vadjusted outboard from the vessel will be proportionate with length of such levers and arms.

Having thus described Ithe invention, what is claimed is- 1. A fore-and-aft-rigged vessel having a sailsupporting arm connected to the lufl2 or fore leech of the sail and adjustable to arrange the sail in a plane inclined with respect to the horizontal and outboard from the vessel to thereby permit the wind-pressure to exercise a lifting tendency on the sail.

2. In a sailing vessel, a sail supporting means adjustable laterally, and meansfor directing said sail-support forward during lateral movement in either direction.

3. In a sailing vessel,'a sail, a sail-supporting means adjustable to permit outboard movement of the foot of the sail, and means for automatically decreasing. the height of the sail in proportion to the extent of outboard move- Inent.

4. In a sailing vessel, a sail, a sail-supporting means adjustable to present the sail in the form of a plane inclined to the horizontal, and means for decreasing the height of the sail in proportion to the angle which it assumes.

5. A vessel-propelling means comprising a IOO IIO

justable both laterally and forwardly with'respect to said mast.

8. In a sailing vessel, a txed mast, and a pivoted sail guiding and supporting lever having its head movable in an angular plane both forwardly and laterally with respect to the mast.

9'. In a fore-and-aft-rigged sailing vessel, a sail having its upper portion supported above the hull of the vessel, and means for adjusting the whole of the foot of the sail outboard. 10. In a fore-and-aft-rigged sailing vessel,

a mast, a sail the upper portion of which is supported by the mas-t, and means for adjusting the foot of the sail wholly outboard.

11. In a fore-and-aft-rigged sailing vessel, a sail, and a sail-supporting means having a connection intermediate of the height of the sail and permitting adjustment of the sail at an angle to the horizontal. V

12. In a fore-and-aft-rigged sailing vessel, a fixed mast, a sail of which the head is supported by the fixed mast, a pivoted guidinglever having a connection intermediate of the height of the sail, and sheet connections at both ends of the footof the sail for regulatingi the extent of outboard movement of said sa1 Y 13. In a sailing vessel, afixed mast, apivoted sail-guiding lever, and asail-carrying arm pivotally connecting the mast and lever, the conngztion with the mast being verticallyT adjust- 3; E.

14, In asailing vessel, a fixed mast, apivoted sail-guiding lever, a sail-carrying arm, a longitudinally-movable sleeve carried by the mast` and pivotally connected to the arm, and a pivetal-connection between the arm and the lever.

l5, In a sailing vessel, a fixed mast, a pivoted sail-guiding lever, a sail-carrying arm having .Y a pivotal connection with the lever, and a pair of pivotally-connected sleeves one carried by the arm and the other freely adjustable longitudinally of the fixed mast. Y

16. In a sailing vessel, a mast, a sail-guiding lever, a sail-'carrying arm pivoted at a point intermediate of its length to the lever, a boom carried by the arm, and sheets connected to the lower ends of the arm and boom.

17. In asailing vessel, alixed mast, apivoted sail-guiding lever, a sail-carrying arm having a pivotal connnection with the mast, a lever and boom carried by the arm, and sheets connectedto both the arm and the boom.

18. In a sailing vessel, a pivoted and freelymovableV sail-carrying arm, a boom carried thereby, ajgal alsocarried by the arm, and

halyards having a guiding device in aliney ment with the pivotal point of the arm.

19. Ina sailing vessel, a pivoted sail-carrying arm, a block adjacent to the pivot-point, and halyards guided by said block.

20. In a sailing vessel, a sail-supporting lever, a sail-carrying arm pivotally connected therewith, a block in alinement with the pivotpoint, a gaitq carried bythe arm, and throat and peak halyards connected to the gal and extending through the vblock to fasteningpoints at the foot of the lever. i

21. In a sailing vessel,y a hull having a pit of which portions are inclined at an angle to both the keel-line and the athwartships plane, and a sail-carrying lever having its foot pivoted within the pit and guided by the walls thereof.

22. Inasailing vessel, a hull havingapit,the

walls of which are arranged at an angle both to the line of the keel and the athwartships plane,l and a sail-supporting lever pivoted within the pit and guided forward by contact with the'walls thereof during lateral adjustment of said lever.

23. -v In a sailing vessel, a iixed mast, a sail guiding and supporting lever having its foot pivoted adjacent to thefoot of the fixed mast,

and a sail supported in part by the mast and- JULIUs RUBINsTEIN, JOSEPH STAAB. 

